Car rerailer



Jan. 27, 1925- 1,524,058 A G. H. sARGr-:NT

v CAR RERAILER Filed May ll 1924l 2 Sheets-Sheet 2 l# u torzey/S Patented Jan. 27, 1925..

GEORGE H, SARGENT, 0F CHICAGO, ILLINOIS.

CAR RERAILEE,

Application led May 1, 1924. Serial No. 710,243.

To all whom t may concern.'

Be it known that I, GEORGE H. SARGENT, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Car Rerailers, of which the following is a specification.

My invention relates to a car rerailer or replacer, or wrecking frog, which is employed as a rail or support for a wheel, to return to the track a car or wheel which has been derailed. One object of my invention is to provide a rerailer set, the inn dividual parts of which shall be light and easy to handle without, however, sacrificing the great strength necessary to support the weight of a car or locomotive. Another object is to provide a rerailer set which shall loe more or less adjustable and which shall be adaptable to wheels of different diameters. Another object is to provide a rerailer which shall loe simple in design, easy and cheap to manufacture, and etlicient in use. @ther objects will appear from time to time in the course of the specification and-claims. Y

I illustrate my invention more or less diagrammatically in the accompanying drawings, whereinM Figure l is a plan view illustrating my rerailer set in operation;

Figure 2 is a section on the line 2-2 of Figure l illustrating the wheels in position on the frogs.

Figures 3 and 4t are side elevations show ing a frog and a pick up elementctherefor, illustrating the differences in adjustment for wheels of different diameters.

Figure 5 is a section on the line 5 5 of Figure l;

Figure 6 is a section on the line (3f-6 of Figures 1 and 5;

Figure 7 is a section on the line 7-7 of Figures l and 5;

Figure 8 is a section on the line 8MS of Figure l; and

Figure 9 is a section on the line 9-9 of Figure l;

Like parts are illustrated by like characters throughout the drawings and specification.

A, A are the railroad tracksr mounted, for example, upon the cross ties A1.

B is an axle, upon the opposite ends of which are mounted the railroad car or loc0- motive wheels B1, B1, flanged as at B2, B2.

In each case of deraihnent one wheel of a given pair of wheels will he on the outside of the rails and the other on the inside and it will 'always be necessary to lift that wheel which is on the outside of the rails over the adjacent rail to permit its flange to clear the rail, as shown at the right of Figure 2. 'lhe other wheel need only he lifted so that the tread of the wheel can he placed upon the rail and the flange of the wheel does not pass over the rail. It is therefore necessary to use pairs of unlike frogs or rerailing elements.4

For the replacement of the wheel which I lies within the track, I provide a frog C having a ground engaging portion C1 provided with downwardly depending ground gripping lugs C2. A plurality of spaced vertical webs C3 support the upper bearing portion C4 of the frog which inclines upwardly from the ends of the frog toan elevated rounded central portion, as shown in F igure 5. This central portion is inclined downwardly toward the track, as at CG. Each end of the upper hearing surface of the frog is provided withan indentation or depression C7 in line with the central channel D1 of the pick up or approach element D, the channel being enlarged at the loweiI end, as at D2.

The upper bearing surface of the element D is supported upon the spaced webs D3, and its bottom may he shaped as at D4 to grip the tie or ground.

E is a chain secured to the element D, as for example, by the holt E1 and the nut E2, one of the links passing through the aperture E3 in its upper or inner end.

The ends of the frog proper are each perforated with a cruciform aperture F with an elongated lower hranch or arm F1 into which the chain E may drop tol serve as a tension connection for preventing separat-ion of the frog and the inclined pick up element. The distance between the frog and pick-up element may he adjusted simply by drawing the chain a greater or a lesser distance through the cruciform aperture before permitting it to drop into the lower arm thereof.

In operation the frog is positioned as shown in Figure 2, with its inclined surface facing the inside of the rail and the pick up element is secured to that end of the frog from which the wheel is to appreach. The wheel of the car is then moved forwardly until the flange of the wheel within ente-rs the channel D1 of the pick up elcment, the channel serving to guide the wheel toward the depression CT at the end of the. frog. Upon further :forward movement ol the wheel or car the wheel overrides the gap between the piek up element and frog, the flange being guided by the raised portion C? along the depression C7, as shown in Figure 2. It is not until the wheel has reached a height somewhat above the track that the raised portion C8 merges with the inclined surface ,C6 and permits the wheel to slide laterally toward and upon the track.

For the opposite wheel I provide a ditferently shaped frog G illustrated. at the rightjf Figure 2. VLike the trog C it is upwardly inclined from the ends to an elevated rounded central portion G1. the snrface of Awhich is convex in `cross section as at; G2. p At the ends of the trog are elevated tread portions Gr3 vin line with the central tread portion H1 ot the inclined pick up element lill. Y

The frog Gr and the pick up element H are secured to each other lby a chain similar to the earlier described chain E, and the frog is provided .at its ends with similar cruci Y form apertures F, each with a .lower branch F1 to receive the chain.

VBoth of the rerailer devices, `that is the one yfor use in rerailing the wheel between the tracks and the one outside of the track, are so shaped that during practicalliv the entire time that the wheel `is carried on the rerailer it is supported not o n tl-ie flange but on .the tread, the flange serving only toV guide it. Itis only at the last moment as the wheel approaches Ithe highest point that it is supported onthis flange and then for a moment it is carriedon the flange as it slips off the rail and into position. i

V Although I have shown an operative device, still it will be obvious` that many changes might be made in size, shape and arrangement of parts without departing materially from the spirit ot my invention i and I wish, therefore that my showing be taken as in a sense diagrammatic.

The use and operation of my invention are as 'olloivsf` street oar or a railroad car or locomotive is for any reasonderailed, its wheels may be returned to the track in response to their movement along the track through the interposition of the rerailer set herein .described and shown. The wheel which is Within the track rides on its tread with its flange guided by the channel Dl of the pick up elelllent D, and continues its forward movement up the channel or depression oi the frog until at the proper height, the depression C7 and the llange C8 merge at the general inclined snr-faeeC, and the flange' of the wheel rides down the slope of the frog and against the side of the rail. The tread portion of the Wheel clears the edge ot the rail and rests upon the rail.

The opposite wheel rides with its tread engaging the central tread portion H1 of the pick up element H, and when it has crossed the gap between the pick up element and frog, it rides upon the outer raised portion G of the frog G until that outer raised portion merges with the convex downwardly inclined central portion .G-f, whereupon the wheel slides down upon the rail, the tread portion engaging the frog and the flange ot' the wheel heilig su'iciently raised to clear the rail.

It is frequently necessary to use the same rerailer outfit with cars and locomotives haring wheels of varying diameters. This contrast olf varying diameters ot wheels is inn dicated, for example, in Figures S and l. VIn order to make my outfit adaptable to any diameter of wheel, I divide each rerailer into two portions, and make these portions longitudinally adjustable in relation to each other.

I have illustrated them as articulated and connected, as for example, by a chainv` but l' do not wish to limit myself to the specilie connecting means shown. The importance of this longitudinal adjustment will hev seli- L" evident ltrom a comparison of Figures $3 and 4. If the two portions are placed in con tact with each other, the angle formed by a line drawn from the highest point of the central casting to the forward end of the pick up portion is relatively large. but :i wheel of small diameter will engage the pick up member at or fairly near its outer end, and pass up over it to the frog without shook, and will easily be guided into posit ion on the tack. But if a locomotive drive wheel, say 72 inches in diameter passed over the same rerailer element, the point oi initial contact between the periphery of the wheel and the rerailer may be well up on the piel; up portion or even on the frog portion proper. The result is that the large wheel steps up too far on the rerailer. This makes the initial lift too great. Sometimes il is so great as to prevent ythe wheel rising ou tluI rerailer to effect the rerailing operation. The adjustable feature entirely avoids this1 objection and the rerailer can he adjuslrd lo any size of wheel.

A further point of great advantage in connection with the divided or articulated rerailer elements consists in the lightening of the individual parts. Instead of having two heavy castings, four light castings may be used, of such weight that any one of them can easily be carried unassisted by one man. The weight is further lightened by cutting the end off of each central rerailer element and providing, in place et the two i'iortionsy so dispensed with` a single separate pick up lill lflll member which may be secured to either end of the frog, depending` upon the direction of approach of the wheels. For instance if the wheels B1 of Figure l were approaching the frogs C and G from the opposite direction, but in the same relation to the rails, it would be necessary simply to secure the pick up or approach elements D and H to the opposite ends of the frogs.

I claim:

l. A rerailer comprising a main rerailing ele-ment, a single pick up element adapted to be secured thereto, and means for adjusting them longitudinally in relation to each other.

2. A rerailer comprising a plurality of separate elements, and a flexible longitudinal adjustable connection therebetween.

3. A rerailer, comprising a plurality of separate elements, and a flexible, longitudinally adjustable connection therebetween, comprising a chain, and means for securing it to one of said elements, and an adjustable connection between it and the other of said elements.

4. A rerailer, comprising a plurality of separate elements, and a flexible longitudinally adjustable connection therebetween, comprising a chain and means for securing it to one of said elements, the other of said elements being provided with a cruciform aperture in its end, through which the chain is adapted to pass.

5. A rerailer comprising a rerailing element and a separate pick up element therefor, and a longitudinally adjustable connection therebetween.

G. A car rerailer comprising a rerailing element and a single separate pick up elementtherefor, and longitudinally adjustable means for attaching it to either end of the rerailing element.

7. A car rerailer comprising a rerailing clement, and a single separate pick up element therefor, and means for flexibly and adjustably attaching it to either end of the rerailing element, comprising a chain secured to said pick up element, the reraile ing element being provided at each end with an aperture adapted for the passage of said chain therethrough.

8. A car rerailer comprising a rerailing clement, and a single separate pick up ele.- incnt therefor, and means for flexibly and adjustably attaching' it to either end of the rerailing element, comprising a chain secured to said pick up element, the rerailing element being provided at each end with a cruciform aperture adapted for the passage of said chain therethrough.

9. A car rerailer comprising a rerailing element, and a single separate pick up element therefor, and means for flexibly and adjustably attaching it to either end of the rcrailing element., comprising a chain secured to said pick up element, the rerailing element being provided at each end with an aperture adapted for the passage of said chain therethrough, the lower portion of saidaperture being shaped to admit one link of said `chain and to prevent the further passage of the chain therethrough.

l0. A car rerailer comprising a main rerailer element and a separate pick up element therefor, the pick up element being provided with a longitudinal channel upon its upper surface, the rerailer element being provided at its end with a depression aligned with said channel, the central portion of said rerailer element being downwardly inclined toward the rail, said depression merging with the downwardly inclined central portion.

l1. A car rerailer comprising a main rerailer element, and a separate pick up element therefor, the pick up element being provided with a longitudinal upwardly projecting wheel engaging flange, the rerailer element being provided at its end with a wheel engaging flange aligned with said flange, the central portion of said rerailer element being downwardly inclined toward the rail, said last mentioned flange merging with the downwardly inclined central portion.

12. A car rerailer assembly comprising two main rerailer elements, and a separate pick up element attached to each, one of said pick up elements being provided with a longitudinal channel upon its upper surface, the rerailer element to which it is attached being provided at its end with a depression aligned with said channel, the central portion of said rerailer element being downwardly inclined toward the rail, said depression merging with said downwardly inclined central portion, the other rerailer element having attached thereto a pick up element provided with a longitudinally upwardly propecting engaging'flange, the re- 'ailer element being provided at its end with a wheel engaging flange aligned with said flange upon the pick up element, the central portion of said rerailer element being downwardly inclined toward the rail, the flange upon said element merging with said downwardly inclined central portion.

13. A wheel rerailer comprising a plurality of separate elements, and means for adjusting them longitudinally with relation to each other to adapt them for use with different sizes of wheels.

14. A rerailer comprising a main rerailing element, a single pick up element adapted to be secured thereto, and means for adjusting them longitudinally in relation to each other, said elements provided with tread portions and shaped to carry a wheel during substantially all the rerailing operation upon its tread.

Cil

15. A rerniler comprising a plurality of separate elements, and a Hexible longitudinally adjustable lconnection therebetween, Acomprising a chain and means for securing it to one lof Seid elements, the other of vsaid elements being provided with a oruoiforrn aperture in its gend, ythrough which the chain is adapted to pass, said elements provided with tread portions'and shaped to carry a, Wheel'during substantially all the remi]- in-g operation upon its tread.

Signed aty Chicago, county of Cook and State of Illinois, this 25 day of April, 1924.

GEORGE H. SARGEN'I. 

